WO2007036307A1

WO2007036307A1 - Rail route comprising individual rail joints

Info

Publication number: WO2007036307A1
Application number: PCT/EP2006/009032
Authority: WO
Inventors: Jürgen NEUHÄUSER
Original assignee: Neuhäuser GmbH
Priority date: 2005-09-23
Filing date: 2006-09-16
Publication date: 2007-04-05
Also published as: DE502006002348D1; RU2008115946A; PL1926649T3; ES2319577T3; RU2401757C2; EP1926649B1; EP1926649A1; DE202005014981U1; CN101272943B; ATE416962T1; CN101272943A

Abstract

The subject matter of the present invention is a rail route comprising individual rail joints (1), having at least one electronic identification element (10) for the rail joints (1) which interchanges data with an interrogation unit (11). In line with the invention, rail-specific identification and/or inspection data are transmitted between the identification element (10) and the interrogation unit (11).

Description

Rail track from individual rail joints

Description:

The invention relates to a rail track of individual rail joints, with at least one electronic identification element for the rail joints, which exchanges data with an interrogation unit and an associated method for exchanging data between the identification element in question and the interrogation unit.

In a rail track of the embodiment described above according to DE 195 49 219 C1 is about applying lubricant to the surface of a rail wheel rim and / or a rail joint. In this case, the known device can be actuated in response to the control signal of a control device. The control device has a signal transmitter which sends an interrogation signal to a respective identification element arranged in the region of a track body. In addition, a signal receiver for receiving an identification signal is provided, which emits the identification element after receiving the interrogation signal. The identification element is a transponder which emits a coded high-frequency identification signal after receiving a high-frequency search pulse. In this way, the respective track section of the rail track can be reliably recognized and ensures that the track section to be lubricated in each case is properly supplied with the lubricant, taking into account the time required to convey the lubricant.

In addition to such electronic identification elements, rail joints of rail tracks have mechanical identification elements such as markings, engravings, paint jobs, etc. These usually serve to To characterize the rail joint, for example, in terms of its carrying capacity of the material used, the year of manufacture, etc .. Such mechanical markings, however, have the disadvantage that they can hardly be read out safely - especially after prolonged service life of rail joints. Corrosion on the rail joints and / or dirt is responsible for this. In addition, such marks - if any - only with additional tools, such as a flashlight and also uncomfortable read, because they are usually in relatively inaccessible places.

The prior art according to the initially stated DE 195 49 219 C1 has not been able to significantly influence these problems explained above. For in this connection, information such as "start left curve" or "end of the curve" is exchanged between the identification element and the interrogation unit with an identification signal. That is, it is all about the route and the resulting requirements for a possible lubrication and not the characteristics and properties of the rail track. This is where the invention starts.

The invention is based on the technical problem of developing a rail track from individual rail joints of the embodiment described above so that a perfect identification of rail joints and their characteristics succeeds. In addition, a suitable method for exchanging the associated data should be specified.

To solve this technical problem, a generic rail track from individual rail joints within the scope of the invention is characterized in that rail-specific identification and / or control data is exchanged between the identification element and the interrogation unit. In contrast to DE 195 49 219 C1, it works According to the invention, it is primarily a matter of transferring file-specific data from the identification element to the interrogation unit (and possibly vice versa). In most cases, these track-specific identification and / or control data are exchanged almost exclusively, although of course other data, for example about the course of the route, can also be taken into account.

However, the decisive factor is that the track-specific identification or control data no longer need to be mechanically attached to the rail by, for example, markings or engravings, but rather can be read out electronically. These rail-specific identification data or control data may be characteristics of the individual rail joints, such as the manufacturer, the production batch, the age, the strength, the choice of material, batch number, manufacturer's mark, max. Load, etc. act. According to the invention, all of these data can thus be determined by the interrogation unit without difficulty and with little effort, without the respective rail joint having to be cleaned, rusted, etc., for example, beforehand. Also, the read-out process is greatly simplified because a controller no longer needs to examine any markings at inadequate places, but only needs to bring the interrogation unit in the vicinity of the rail joint of interest in order to read out with his help the identification element.

In fact, this reading process regularly takes place wirelessly, although in principle a contact-based read-out process is also conceivable and is encompassed by the invention. As a rule, however, the procedure is that the

Query unit (with its own energy source) generates a carrier signal and transmitted in this way electrical energy into an antenna array, which

Part of the electronic identification element is. The identification element is not limited to one Transponder, so a combined transceiver, which emits a response pulse after receiving an interrogation pulse or the carrier signal from the interrogation unit. Most of the time this response pulse is sent on a different frequency than the one used by the interrogation pulse. In addition, an encryption of the transmitted data can take place. This is not mandatory. Suitable transponders which use the inductive coupling described above are described by way of example in US Pat. No. 3,299,424, to which reference is expressly made.

If the identification element is additionally coupled with one or more sensors, it is possible to transmit load-specific identification and control data from the identification element to the interrogation unit in addition to the track-specific identification data described, which are generally immutable. Such load-specific identification or control data provide information about, for example, the number of vehicle movements on the rail track or the respective rail joint, possibly the weight of the associated vehicle, temperature gradients, etc. In this way, as well as fixed characteristics for the rail joints and load-dependent data for Provided, which can then be evaluated. Thus, for example, maintenance intervals can be determined and checked on the basis of this load-dependent data. In addition, from this data, a future exchange of single or multiple rail joints may be derived and predicted.

Furthermore, between the identification element and the interrogation unit, not only the bar-specific or load-dependent data may be exchanged, but also position-dependent data may be taken into account. For example, it is conceivable, the spatial position of the individual rail joints on the basis of the identification signal or of the Identification element emitted response pulse to determine and to record over certain periods. As a result, for example, an offset of individual rail joints in the rail track can be observed and recorded in terms of time. This is of particular importance if the rail track or the individual rail joints are arranged underground for an advantageous embodiment and movements of the rail joints due to, for example, subsidence are expected. In this case, the respective local position of the rail joint can be determined in detail by, for example, at least three (spatially spaced) query units are provided and receive the identification signal or the response pulse of the identification element from three different spatial directions, in whose intersection is the identification element and with him the associated rail joint are located. Of course, it is also possible to work with only a single interrogation unit instead of three interrogation units, which assumes three defined (spatially spaced apart) positions relative to the identification element or rail joint and thus obtains the spatial information described above.

The Identifizierelement and the optional sensor have at least one antenna or an antenna arrangement for inductive coupling with the

Interrogation unit and / or a vehicle-side power source. In fact, for example, a vehicle using the railroad track can be used at each

Passing the identification element or associated sensor to power the aforementioned devices, so that the sensor is able to register the load by the vehicle, for example, to count the rolling over the respective rail shock axes and store them in a non-volatile memory. Thus, this information is not lost, even if the energy source in the form of the

Vehicle is no longer available. In this way it is possible and conceivable that the identification element and / or the sensor does not have its own Have energy source, but are supplied by the query unit and / or a vehicle-side power source with electrical energy.

The identification element and / or the sensor can be designed separately from each other. In general, however, one will fall back on an integral unit, which is designed as an application-specific microchip.

Furthermore, it has proven useful if the identification element and / or the sensor are integrated in each individual or selected rail joints. As a result, ideally, each individual rail joint can not only be identified; but also with regard to its specific loads. In this case, the identification element and / or the sensor are generally embedded in a recess and potted therein or placed sealed in the recess to prevent damage. The recess is regularly arranged on a protected surface of the respective rail joint, for example on a running surface opposite surface.

The rail joints are not limited to profile rail joints for monorail conveyors, which are underground

Rail tracks form, for example, in mining or tunneling to

Use come. - The invention is also a method for

Exchange of data between the electronic identification element of the

Rail track made up of individual rail joints and the interrogation unit. In this method, the track-specific identification and / or

Control data transmitted between the identification element and the interrogation unit. Moreover, the invention relates to the use of a rail track of individual rail joints, with at least one electronic identification element for the rail joints, which exchanges data with an interrogation unit, for the transmission of rail-specific Identification and / or control data between the identification element and the interrogation unit.

Regardless of this, the identification element may be together with the sensor and the optional antenna or antenna arrangement as

Assembly or separate elements not just in single or selected

Rail joints integrated. But it is also within the scope of

Invention, alternatively or additionally equip one or more joints between the individual rail joints with the relevant elements, ie the identification element and / or the sensor and / or the antenna or the antenna arrangement.

As a result, a rail track of individual rail joints as well as a method for the exchange of data are provided, which allow a particularly comfortable identification of the individual rail joints and their specific loads during the operating period.

For this purpose, a controller may be equipped with a mobile interrogation unit, which is designed like a conventional transceiver, such as a radio or cell phone. With the help of this interrogation unit, the inspector can leave the railroad track and is informed during his inspection of all relevant information regarding each rail impact. It is conceivable in addition that additionally maintenance-relevant data or other information is transmitted directly to a control center by radio, which, for example, initiates subsequent maintenance and / or replacement and / or repair of individual rail joints. Here are the main benefits.

In the following the invention will be explained in more detail with reference to a drawing showing only one exemplary embodiment; show it: 1 shows a rail track according to the invention in the embodiment as underground track removal in a schematic side view,

2 shows a single rail joint in cross section,

Fig. 3 shows the electronic identification element in detail and

Fig. 4, the data transmission in principle.

In Fig. 1, a rail track of individual rail joints 1 is shown. These rail joints 1 are not limited to profile rail splints 1 with an I-shaped cross section corresponding to FIG. 2. In fact, the respective rail joint 1 has an upper flange 2 and a lower flange 3 forming running surfaces 4. On the treads 4 rollers move a monorail conveyor, not shown.

The upper flange 2 has on its upper side a pocket-shaped recess 5 in cross-section to form the substantially forked or U-shaped upper flange 2. The lower flange 3 has on its underside a pocket-shaped recess 6 in cross-section to form the substantially inverted fork-shaped or U-shaped lower flange 3 with the treads formed by the U-base on both sides of the I-web. The pocket-shaped recess 5 in the upper flange 2 is designed for the partial reception of suspension elements of a suspension device 7 at the rail ends and, moreover, serves to receive an electronic identification element 10 indicated in FIG. 2.

The pocket-shaped recess 6 in the lower flange is for partially receiving joint parts of an indicated articulated rail connection 8 to the Rail ends set up. Both the U-shaped upper flange 2 and the U-shaped lower flange 3 have on the inside against the U-base conically widening U-legs 9. It should be emphasized that the rail track shown in FIGS. 1 and 2 is to be regarded only as an example and, of course, differently designed rail tracks are also encompassed by the invention, as well as those which extend overground.

The in the recess 5 in the upper flange 2 and thus protected and the tread 4 opposite arranged identification element 10 serves to exchange data with a query unit 11 shown schematically in Fig. 2. This happens wirelessly, as the Figs. 2 and 3 indicate. The exchanged data are primarily token-specific identification and / or control data which are transmitted from the identification element 10 to the interrogation unit 11 (or else back). As rail-specific identification data, characteristics of rail joints 1 such as batch, manufacturer, age, strength, material, batch number, manufacturer's brand, maximum load, strength, etc. come into question.

The identification element 10 is coupled to a sensor 12 and forms together with this not restrictive an integral assembly 10, 12 in the form of a microchip or transponder 10, 12, which is received in the recess 5 and poured therein, for example. The sensor 12 is able, for example, the number of vehicle moving ments of monorail monorail in the example to determine and count and, if necessary, to detect their weight. In the context of the embodiment, only the number of axles of the monorail monorail is counted, which are about the associated rail joint 1 - starting, for example, from the installation time of the rail joint 1 - are rolled. Both the identification element 10 and the connected sensor 12 do not have their own energy source. As a result, the electronic identification element 10 including the sensor 12 or is the integral unit 10, 12 low maintenance and almost self-sufficient. In fact, both the identification element 10 and the sensor 12 are supplied with electrical energy by the interrogation unit 11 and / or an unillustrated vehicle-side power source.

In detail, the assembly 10, 12 via an antenna assembly 13, which is inductively coupled with an associated antenna assembly 14 in the interrogation unit 11 and the vehicle or the monorail monorail. As a result, electrical energy can be transmitted to the identification element 10 or the sensor 12 by the interrogation unit 11 or the vehicle. In fact, the interrogation unit 11 or the vehicle generates a carrier signal 15 shown in FIG. 4, which induces a current in the antenna arrangement 13 of the unit 10, 12 and thus puts the assembly 10, 12 or the transponder formed thereby into operation.

As a result, the transponder 10, 12 or the assembly 10, 12 generates a return signal or a response pulse with, for example, half the frequency of the carrier signal 15 and the interrogation pulse, which (which) is emitted by the interrogation unit. This does not lead to a disturbance between on the one hand the return signal and on the other hand the carrier signal 15. Only the capacities 16 shown for completeness on the one hand in the assembly 10, 12 and on the other hand 17 in the interrogation unit 11 indicate that each is a resonant circuit and prove the made inductive coupling.

FIG. 4 now shows the data transmission schematically, specifically by means of the so-called FSK method (frequency shift keying). This only comes exemplary and not restrictive for use. In fact, this method draws on the already mentioned high-frequency carrier signal 15, which not only provides the required energy for the transponder 10, 12 or the assembly 10, 12, but with halved frequency (and of course reduced amplitude) of the assembly 10th 12 is transmitted as a return signal to the interrogation unit 11. In the FSK method, the frequency changes and corresponds to an associated serial data word over time, as shown in FIG. In other words, the frequency changes determine a serial data sequence which can be evaluated in the interrogation unit 11 as data information.

Mention is still a memory 18 as part of the assembly 10, 12, which is a non-volatile semiconductor memory. With the aid of this memory 18, for example, load values recorded by the sensor 12 (in the example, the number of axles of monorail conveyors rolled over the respective rail joint 1 since its installation) can be stored and, if necessary, a transmission can be sent to the interrogation unit 11. In fact, within the scope of the illustration, each individual rail joint 1 has the identification element 10 or the building unit 10, 12, so that individual data is available for each rail joint 1.

Claims

claims:

A rail track comprising individual rail joints (1), having at least one electronic identification element (10) for the rail joints (1) which exchanges data with an interrogation unit (11), characterized in that rail-specific identification and / or control data are interposed between the identification element (10 ) and the interrogation unit (11).

2. rail track according to claim 1, characterized in that it is the rail-specific identification and / or control data to characteristics of rail joints (1) such as batch, manufacturer, age, strength, material, batch number, maximum load, etc.

3. rail track according to claim 1 or 2, characterized in that the identification element (10) with at least one sensor (12) is coupled, which detects, for example, the number of vehicle movements, possibly their weight, etc.

4. rail track according to one of claims 1 to 3, characterized in that the identification element (10) and / or the sensor (12) have no own energy source, but rather by the interrogation unit

(11) and / or a vehicle-side power source are supplied with electrical energy.

5. rail track according to one of claims 1 to 4, characterized in that the identification element (10) and / or the sensor

(12) an antenna or antenna arrangement (13) for inductive coupling with the interrogation unit (11) and / or the vehicle-side power source.

6. rail track according to one of claims 1 to 5, characterized in that the identification element (10) and / or the sensor (12) are designed separately or form an integral structural unit (10, 12).

7. rail track according to one of claims 1 to 6, characterized in that the identification element (10) and / or the sensor (12) are integrated in each individual or selected rail joints (1), for example, in a recess (5) embedded are.

8. A method for exchanging data between an electronic identification element (10) of a rail track of individual rail joints (1), in particular a rail track according to claims 1 to 7, and an interrogation unit (11), characterized in that rail-specific identification and / or Control data between the identification element (10) and the interrogation unit (11) are transmitted.

9. Use of a rail track of individual rail joints (1), in particular one according to one of claims 1 to 7, with at least one electronic identification element (10) for the rail joints (1), which exchanges data with an interrogation unit (11), for transmission of track-specific identification and / or control data between the identification element (10) and the interrogation unit (11).

10. rail track according to one of claims 1 to 7, method according to claim 8 or use according to claim 9, characterized in that the rail joints (1) are arranged underground, for example, as profile rail joints (1) of monorails are executed.